Motor.



W. W. HARWOOD.

MOTOR.

APPLICATION FILED OCT-2,19l5- Patented June 27, 19 16.

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W. W. HARWOOD.

MOTOR.

APPLICATION FILED OCT- 2, 1915- 1 1 89, 1 O3. Patented J une- 27, 1916.

6 SHEETS-SHEET 2- W. W. HARWOOD.

MOTOR.

APPLICATION FILED OCT- 2. 1915.

Patented June 27, 1916.

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W. W. HARWOOD.

MOTOR.

APPLICATION FILED on. 2. m5.

Patnted June 27, 1916.

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MOTOR.

APPLICATION FILED OCT. 2. 1915.

Patented June 27, 1916.

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MOTOR.

APPLICATIONFILED 0e12, 1915.

1,189,103. Patented June 27,1916.

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awn/Mow WWHarwood ivil/meow UNITED STATES PATENT OFFICE.

WILLIAM W. HARWOOD, 0F WAELDER, TEXAS, ASSIGNOR 0F ONE-EIGHTH TO OWEN DAVIS, ONE-EIGHTH TO JESSIE H. HARRELL, ONE-EIGHTH T0 OTTIE R. HAIR/BELL, AND ONE-EIGHTH TO THOMAS R. STAMPES, ALL OF WAELDER, TEXAS.

MOTOR.

Specification of Letters Patent.

Patented June 27, 1916.

To all whom it may concern Be it known that I, WVILLIAM W. HAR- woon, a citizen of the United States, residing at lVaelder, in the county of Gonzales and State of Texas, have invented new and useful Improvements in Motors, of which the following is a specification.

This invention relates to motors of the class known as internal combustion engines, the object in view being to produce an englue or motor in which increased power and efiiciency are obtained, by utilizing the .heat units which are now wasted and exhausted to the atmosphere in engines of the present day internal combustion type.

The aim of the present invention is to employ in combination with each combustion chamber of an engine of the class described, one or more companion cylinders arranged in such relation to the combustion chamber or cylinder that air admitted to such companion or auxiliary cylinders will rapidly absorb the heat units produced by the rapid explosion of the gaseous mixture or carbureted air in the combustion chamber, each of said companion or auxiliary cylinders embodying an expansion chamber for said highly heated air, and all of the pistons being arranged to operate simultaneously or in unison so that the expansive power of the gaseous mixture or carbureted air together with the expansive action of the superheated air will operate upon the several pistons simultaneously to produce power strokes.

further object of the invention is to produce a still further increase in the power stroke of the engine by the introduction of water or moisture in the form of a spray which, upon entering the expansion chamber or chambers, will flash into steam and thereby increase the pressure against the pistons. The invention also contemplates means for easily and accurately regulating the inflow of water or moisture.

A broad object of the invention is to produce an engine of the internal combustion type in which the wasted heat is utilized for increasing the power and efficiency of the engine; also to produce an engine which may be operated much more economically as far as gasolene and oil consumption is concerned than the present day type of internal combustion engine, and which may be also maintained at a maximum efficiency for a much greater period of time than the present day type of internal combustion engines due to the elimination of carbon troubles and uniform temperature of all parts of the engine by reason of the fact that the cylinder walls, piston heads, valves and other parts are prevented from overheating due to the absorption of excess heat by the air circulating through the air expansion chambers and also by reason of' the introduction of water or moisture in the form of spray and the flashing of the same into steam or vapor. In carrying out the present invention the board principles above outlined are utilized either in connection with a single or double acting engine as will hereinafter appear.

In the accompanying drawings, Figure l is a vertical section taken through one of the cylinders of the engine of this invention, said view being taken diametrically of the combustion chamber and at right angles to the crank and cam shafts. Fig. 2 is a view taken at right angles to Fig. l, partly in said elevation and partly in section. Fig. 3 is a horizontal section on the line 33 of Fig. 2; Fig. 4e is an enlarged detail section taken longitudinally of one of the air intake pipes, illustrating the construction and operation of one of the automatic spraying devices. Fig. 5 is a fragmentary vertical section through the heads of the companion cylinders showing a different formation of gas and air chambers. Fig. 6 is a plan view partly in section of an engine of the double horizontal opposed cylinder type. Fig. 7 is a diametrical section through an upright engine with the cylinders arranged in tandem or end to end and illustrating the air and gasolene intake and exhaust valves. Fig. 8 is a view of an engine somewhat similar to the engine shown in Figs. 6 and 7 but illustrating another valve arrangement. Fig. 9 is a detail section showing a modification in the form and arrangement of the gas and air chambers under the cylinder arrangement illustrated in Figs. 6, 7 and 8. Fig. 10 is a diametrical section through one of the air cylinders of a triple cylinder power unit or engine of the double acting type. Fig. 11 is a view taken at right angles to Fig. 10 partly in section and partly in elevation showing the three cylinders and the relation thereof to each other. Fig. 12 is a horizontal section On the line 1212 of Fig. 11. Fig. 13 is a horizontal section on. the line 13-13 of Fig. 11. Fig. let is a front elevation partly broken away in sec tion of the engine illustrated in Figs. 10 to 13 inclusive.

In the following description of this invention, the terms gas and air will be employed, the term gas to indicate an expansive mixture such as gas of an inflammable nature or carbureted air such as is now produced for motive purposes in internal combustion engines, the same consisting of a mixture of air and gasolene; the term air hereinafter referred to being intended to designate only the atmospheric air which is utilized to absorb the heat units derived from the rapid explosions in the combustioncylinder and its chamber or chambers, which heated air is utilized to produce increased energy.

Referring primarily to Figs. 1 to 3 inclusive wherein l have illustrated an engine embodying four cylinders forming two couplets each containing two companion cylinders. 1 designates the combustion cylinder and 2 the air expansion cylinder of one couplet, 3 designates the piston of the combustion cylinder and l the piston of the air expansion cylinder. All of the pistons are connected by the usual rods 5 to a common crank shaft 6 shown as provided with a fly wheel 7. The cranks 8 of the companion cylinders 1 an d 2 are in line with each other so that both of the pistons 3 and a of the companion cylinders operate simultaneously in the same direction. The ends of the cylinders adjacent to the crank shaft are left open while the opposite or outer ends thereof are closed by heads 9 and as indicated in Fig. 2, a double head is formed for each pair of companion cylinders 1 and 2. Within the expansion chamber 10 of the air cyl inder' 2 there is a chambered extension 11 of the combustion chamber 12 of the companion cylinder 1, the said chambered or hollowed extension'll being of such shape and size as to leave air spaces both above and below the same or at opposite sides of the extension 11 or between said extension and the piston. 4 and the cylinder head 9. One wall of the extension chamber 11 is extended and deflected to form an extension air chamber 13 which is located in the combustion chamber 12 so as to leave space between it and the piston 3 when the latter is at its outer limit of movement. By the construction and arrangement just referred to and clearly illustrated in Figs. 2 and 3, the exploding gas in the combustion chamber 12 raises the temperature of the Walls of the extension chamber 11 and thereby heats the air contained in the expansion chamber 10 of the companion cylinder, 2.

Likewise the air admitted through the air intake hereinafter referred to into the expansion chamber 10, is carried into the air extension chamber 13 and serves to prevent said extension chamber 13 as well as the piston, cylinder head, and cylinder walls from overheating. 1i designates a compression relief valve in the head of either one of the cylinders, said valve being opened and closed by suitable operating elements or connections 15 leading to a point accessible to the operator of the engine who may thereby relieve the compression prior to starting the engine after which the relief valve 11 will be closed to obtain the full power of the impulses. Each of the cylinders is provided with valve mechanism such as is illustrated in Fig. 1, the latter representing a sectional view taken diametrically of one of the power or explosion cylinders and the combustion chamber being indicated at 12, corresponding with the combustion chamber 12 of Fi 2. 16 represents a valve chamber offset of one side of the cylinder 1 and preferably formed integrally therewith. 17 designates an automatic spring seated intake valve for the explosive mixture which is led to the valve through a pipe or other connection 18. 19 designates an exhaust valve which opens -up communication with an exhaust pipe 20, the valve 19 being held normally seated by means of a spring 21 but being positively opened by means of a push rod 22 carrying at its lower end a roller 23 which is acted upon by a cam 2-1- on a cam shaft 25, the latter being revolved at one-half the speed of the crank shaft 6 by means of the gears 26 and 2?, the gear 27 having twice as many teeth as the gear 26. The spark plug or igniter 28 is inserted through the side wall of the valve chamber 16 between the valves 17 and 19. Referring to the right hand end of Fig. 2, it will be observed that the push rod 22 carries a cross head 29 of sufficient length to reach and simultaneously act upon the stems 30 of the exhaust valves of the companion cylinders 1 and 2. Therefore explosive mixture is admitted to one cylinder of each pair or couplet simultaneously with the admission of air to the other cylinder and the exhaust takes place simultaneously in both the cylinders as illustrated. The engine is of the four cycle type. One or both cylinders of each pair or couplet is equipped with an air intake horn or pipe 31 having a flared or funnel-shaped receiving end 32 and provided with an elbow which communicates with the air intake orifice of the cylinder with which it is associated. Within the pipe or'horn 31 there is mounted an automatic spraying device comprising a cylindrical valve casing 34 in which is mounted a slidable valve 35 having a port 36 extending entirely through the valve body so as to communicate with the bore 37 of a pipe 38 through which liquid such as water may be injected into the pipe 31. The valve is fast on a stem 39 and carries at one end thereof an air valve &0 which is movable toward and away from an internal valve seat 11 within the pipe 31. The air valve 10 is normally held closed and the spray valve 36 is also held normally closed by means of a coiled expansion spring 42 which is interposed between the body of the valve 36 and the closed end wall 43 of the casing 31, all as clearly shown in Fig. 1. During the intake or suction stroke of the piston in the cylinder with which the air intake connection is associated, the air valve 10 is drawn away from the seat 4:1 and the port 36 of the valve 35 is caused to register with the passage 37 and therefore the inrush of air past the valve takes up moisture delivered by the pipe 38 and carries the same in the form of a spray of moisture into the cylinder, the discharge end of the pipe 38 being provided with a spray nozzle 11 as shown, said nozzle facing toward the combustion chamber. 45 designates a regulating valve of the needle type, whereby a greater or lesser quantity of water or other liquid may be liberated so as to be injected into the cylinder with which the air intake and spraying device is associated.

Fig. 5 illustrates another manner of arranging the unit expansion and air expansion chambers in the heads of companion cylinders, the same corresponding generally with the arrangement shown in Fig. 2 but being provided with an additional air space 45 whereby the air is adapted to circulate entirely around the combustion chamber 12 of the combustion cylinder 1.

In Fig. 6 I have illustrated the principle of this invention applied to an engine of the horizontal opposed type, 46 designating the combustion cylinder and 17 the air expansion cylinder, the said cylinders being arranged end to end. Between the adjoining ends of the cylinders 46 and a7 there is a combustion chamber %8 and an air expansion chamber 49 shown as separated from each other by means of an intervening wall 50 which is offset at 51 and 52 to provide for an increased area of surface both in the combustion chamber 13 and the expansion chamber 19 thus providing for the air partially cooling the charges of gas in the combustion chamber 48 and at the same time providing for the heating of the air in the expansion chamber 49. The piston 53 operating in the combustion chamber 48 is connected by a rod 5% directly to the engine crank shaft 55 while the piston 56 in the air expansion chamber has the rod 57 thereof connected by a cross head or yoke 58 to a pair of connecting rods 59 arranged at opposite sides of the engine cylinders and terminally connected to the crank shaft 55, the cranks of which are set opposite as shown so that the pistons 53 and 56 will simultaneously move toward each other and simultaneously move away from each other under the expansive action of the gas and air in the chambers 48 and 49.

Fig. 7 illustrates an engine somewhat similar to that shown in Fig. 6 but of the upright type, the combustion cylinder 60 and the air expansion cylinder 61 being arranged end to end the combustion chamber 62 and the air expansion chamber 63 being separated from each other by the common head or wall 64 corresponding in shape with the head or wall 50 of the engine illustrated in Fig. 6. Offset from thechambers 62 and 63 is a valve casing 65 comprising an air chamber 66 and a gas chamber 67 respectively forming extensions of the chambers 63 and 62. An automatic air intake valve 68 controls the chamber 66 while an automatic gas intake valve 69 controls the chamber 67. The air exhaust valve 70 has the stem 71 thereof co6peratively related to a rocker arm 72 centrally fulcrumedat 73 on a supporting post, the rocker arm 72 being actuated by a rod 74 connected to an extension 75 of a push rod 76 actuated by a cam shaft 77 geared to the crank shaft 78 by the gears 79 and 80. The extension 75 cotiperates with the stem 81 of the gas exhaust valve 82. By the arrangement just described the intake valves 68 and'69 are simultaneously opened to admit of the explosive mixture to the chamber 62 and air to the chamber 63 for simultaneously driving the pistons 83 and 84 apart, producing the power stroke. At the end of said stroke the exhaust valves 70 and 82 are simultaneously opened to liberate the exhaust gas through the gas exhaust pipe 85 and the exhaust air through the air exhaust pipe 86. 85 designates the exhaust pipe for the combustion cylinder and 86 represents the exhaust pipe for the air expansion cylinder.

Another arrangement of the valves ,is illustrated in Fig. 8 in which 87 designates the air intake valve, 88 the air exhaust valve, 89 the gas intake valve and 90 the gas exhaust valve. The air valves communicate with the air valve chamber 91 and the gas valves control the gas chamber 92, said chambers being arranged side by side and both of the exhaust valves 88 and 90 being simultaneously opened by means of the cross head 93 on the push rod 9% actuated by the cam shaft 95 in a manner similar to the arrangement above described. The exhaust valves 88 and 90 are held normally seated by means of the springs 96 and 97. The piston and connecting rod arrangement is similar ,to that described in connection with the horizontal opposed engine of Fig. 6, the crank shaft 98 and'the cam shaft 95 hearing the same relation to each other as the corresponding parts shown in Fig. 7.

Instead of forming the central common head or wall 50 or 64 as shown in Figs. 6 and 7, said member may be of the character shown in Fig. 9 wherein the central portion 99 of the intermediate cylinder head is in the form of a hollow truncated cone the small open end of which is in communication with the combustion chamber 100 and the body portion of which is arranged with" in the air expansion. chamber 101, the pistons 102 and 103 operating simultaneously in opposite directions and at opposite sides of said common cylinder head.

In operation the air cylinder receives its charge of air directly from the atmosphere during the suction stroke of the piston reciprocating therein, the operation of the air expansion cylinder and its piston being the duplicate of the operation of the corresponding elements of the combustion cylinder. Furthermore the same strokes occur in each couplet of companion cylinders exactly at the same time. In other words the gas and air are simultaneously drawn into their respective cylinders and the compression strokes in botlrcylinders occur at the same time, as also the working stroke and the exhaust stroke. By utilizing air in the manner set forth the total power of the engine is very greatly increased if not doubled and this result is accomplished without the expenditure of any more fuel than would be required by the single combustion cylinder. This is still further increased by spraying water into the air expansion chamher or the combustion chamber or both, as the water is immediately converted or flashed into steam and the expansive action of the steam utilized in the working stroke of the piston of the companion cylinder.

To start the engine the compression relief valves are opened until a sufficient number of strokes have been obtained to heat the engine and obtain the combined effect of the expanded gas and air. The relief valves are then closed one at a time so as to obtain the full power and efliciency of the engine. It will be observed by reason of the arrangement described the supply of air or water or both is automatically cut off at the completion of the suction stroke. It will also be understood that no particular cooling system is necessary in an engine embodying the principles above set forth for the reason that the air prevents overheating of the various parts of the engine such as the cylinder walls, piston. heads, valves and valve seats and when water is sprayed into the cylinder the temperature of the parts referred to cannot rise above steam heat. Fresh air at atmospheric temperature is drawn in at every suction stroke and compressed and when the firing stroke il hl t occurs the air absorbs the heat produced by the explosion and converts the same into energy.

The engine hereinabove described and illustrated may be of light weight and on account of its increased power is particularly suitable for use in aeroplanes, hydroplanes automobiles and the like. In automobiles a water tank or reservoir may be mounted at any convenient place in the machine to supply water to the spray nozzle 44:.

In Figs. 10 to la inclusive the same principle is shown applied to an engine of the triple cylinder unit type or in other words an engine embodying a power unit comprising a centrally arranged combustion cylinder 104C and a pair of companion air expansion cylinders 105 arranged at opposite sides of the combustion chamber 101. As in the previous construction the piston 106 of the combustion cylinder and the pistons 107 of the expansion cylinders operate si multaneously in the same direction. The piston rods 108 and 109 which extend through stuffing boxes in the heads 110 at one end thereof are connected by rods 111 to a common crank shaft 112 all of the cranks 113 being in a line with each other. At their opposite ends the cylinders are closed by a head 11% which incloses and forms an air expansion chamber 115 over all of the cylinders 10 1 and 105 as clearly shown in Fig. 11. The central combustion cylinder 10a directly communicates with two extension chambers 116 which lead off in opposite directions from the combustion chamber 117 directly above the piston 106. Therefore the exploding gas is carried into the spaces above the pistons 107 while the air spaces above the pistons 107 is extended over the combustion chamber 117 from both directions toward the center where there is an interrupting stop or partition 118 which serves also as a brace for the walls 119 of the combustion chamber and the lateral extensions thereof. 7

The explosive mixture is admitted from the intake pipe 120 by the gas intake valve 121 into the valve chamber 122 offset from the cylinder wall and the exhaust is liberated by the exhaust valve 123 into a chamber 12% whence it passes through exhaust pipes 125 (two of said pipes being ,employed). Each pipe 125 is bifurcated to form branches 126 and 127, the branches 127 leading into the bottoms of the air expansion cylinders. The branches 126 lead as shown into the bottom of the middle or gas cylinder when an air stroke is used in bottom of said cylinder. Each of the branches 120 and 127 are then led outwardly from the cylinder where they connect with an exhaust manifold 128.

Each of the air expansion cylinders is also provided as shown in Fig. 10 with a laterally offset valve chamber 129 the intake pipe 130 leading thereto being controlled by an air inlet valve 131. An air exhaust valve 132 controls the exhaust pipe 133. All of the'exhaust valves 123 and 132 have their stems 13-1 extending in the same direction so as to be simultaneously operated by a common cross head 135 on the exhaust rod 136 actuated by a cam 137 on the cam shaft 138 which is geared to and driven from the crank shaft 112 by means of the gears 139 and 140. The intake and exhaust valves 131 and 132 control the admission and exhaust of air at one end of each of the air expansion cylinders. At the opposite end of each cylinder the admission and exhaust of air is controlled by similarly arranged intake and exhaust valves 14:1 and 1-12 respectively, the intake valves 141 being automatic and spring seated while the exhaust valves 1 12 are operated by a cross head 1413 the push rod 144: of which is actuated in the same manner and by the same means as the push rod 136.

The operation of the triple cylinder engine just hereinabove described involves the same principle as the twin cylinder construction hereinbefore described.

The top power stroke compresses. the bottom charge of air in each cylinder and during the top exhaust stroke the bottom power stroke acts; the heat now in the cylinder and the heat from the gas discharged through the bottom expansion chambers expands the bottom charges and gives a stroke in each cylinder of approximately one hundred and twenty pounds per square inch and this, with the top power stroke averages six power strokes each of which is equal to one power stroke of the piston in the combustion cylinder. In order to start the engine, all of the compression relief valves are left open and after the engine is started these relief valves are closed one at a time until full compression is obtained in all the cylinders. In the combustion cylinders, the compression stroke at the top takes place simultaneously with the suction stroke at the bottom. The power stroke at the top occurs simultaneously with the compression stroke at the bottom, the exhaust stroke at the top occurs at the same time with the power or working stroke at the bottom, and the suction stroke at the top occurs simultaneously with the exhaust stroke at the bottom. While the intake valve is of the automatic or suction operated type, it will of course be understood that the intake valves may be positively operated by any suitable means.

While I can use a double acting gas cylinder if I wish, if I use a double acting combined gas and air cylinder, I can introduce the air and moisture into the lower end of the combustion cylinder in the stroke succeeding the gas power stroke and thus utilize the heat then in the cylinder in conjunction with the heat derived from the exhaust gas passing through the lower end of the combustion cylinder. In this way overheating of the middle cylinder is prevented and the whole heat in said cylinder is absorbed by the air charge. This is accomplished by the pipes 126 conveying the gas exhaust through the bottom of the middle cylinder, as shown in Fig. 11, while the pipes 127 do the same for the two air cylinders.

In the Figs. 10 to 14 inclusive the triple cylinder unit is described in this form as shown. I utilize the heat in the discharged exhaust gas to expand the air in the lower chambers and so get the six power strokes from the one gas combustion chamber, thus using up the whole of the heat generated as far as it can be used or converted into Work.

I claim.

1. An internal combustion engine embodying a cylinder forming a combustion chamber, a companion cylinder forming an air expansion chamber, an extension of the combustion chamber located in the air expansion chamber, an extension of the air expansion chamber located in the combustion chamber, a crank shaft, and pistons in said cylinders connected with said crank shaft and arranged to operate simultaneously in the same direction, and a compression relief valve for said air expansion chamber.

2. An internal combustion engine embodying a cylinder forming a combustion chamber, a companion cylinder forming an air expansion chamber, said combustion and expansion chambers being extended to .overlap each other, a crank shaft, and pistons connected with the crank shaft and simultaneously movable toward and away from the combustion and expansion chambers, exhaust valves for said cylinders, and a single push rod, simultaneously operating said exhaust valves.

3. An internal combustion engine embodying a cylinder forming a combustion chamber, a companion cylinder forming an air expansion chamber, an air inlet for said air expansion chamber, said combustion and expansion chambers being extended to overlap each other, a crank shaft, pistons con nected with the crank shaft and simultaneously movable toward and away from the combustion and expansion chambers, and a liquid spraying device located in said air intake.

4. An internal combustion engine embodying a cylinder forming a combustion chamber, a companion cylinder forming an air expansion chamber, an air inlet for said air expansion chamber, said combustion and expansion chambers being extended to overlap each other, a. crank shaft, pistons conlap each other, a crank shaft, pistons connected with the crank shaft and simultaneously movable toward and away from the combustion and expansion chambers, a liquid spraying device located 111 said air intake and a regulating valve for said spraying device.

In testimony whereof I afiix my signature in presence of tWo Witnesses.

WILLIAM HARXVOOD. Witnesses:

SAM H. VAUGHAN, Jon VAUGHAN.

0691:: a: this patient may be obtained for five cents each, by addressing the Commissioner of Patent; Washingtoi, D. 0. 

